WO1993001948A1 - Suspension de vehicule - Google Patents

Suspension de vehicule Download PDF

Info

Publication number
WO1993001948A1
WO1993001948A1 PCT/AU1992/000362 AU9200362W WO9301948A1 WO 1993001948 A1 WO1993001948 A1 WO 1993001948A1 AU 9200362 W AU9200362 W AU 9200362W WO 9301948 A1 WO9301948 A1 WO 9301948A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
fluid
ram
wheel
conduits
Prior art date
Application number
PCT/AU1992/000362
Other languages
English (en)
Inventor
Christopher Brian Heyring
Original Assignee
Kinetic Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kinetic Limited filed Critical Kinetic Limited
Priority to EP92916405A priority Critical patent/EP0599882B1/fr
Priority to US08/178,249 priority patent/US5447332A/en
Priority to JP5502484A priority patent/JPH06509997A/ja
Priority to KR1019940700148A priority patent/KR100257246B1/ko
Priority to DE69223149T priority patent/DE69223149T2/de
Priority to BR9206259A priority patent/BR9206259A/pt
Priority to AU23664/92A priority patent/AU670034B2/en
Publication of WO1993001948A1 publication Critical patent/WO1993001948A1/fr
Priority to US08/453,255 priority patent/US5562305A/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/06—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected fluid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/056—Regulating distributors or valves for hydropneumatic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit

Definitions

  • This invention relates to a suspension system for a vehicle, and is specifically related to controlling the movement of the wheels relative to the vehicle body when turning at speed and traversing uneven surfaces.
  • resilient means such as springs or torsion bars are provided to perform a multiplicity of functions ranging from the absorption of impact loading (as from hitting bumps at speed) to the provision of flexible support to enable all the wheels to maintain ground contact when traversing uneven terrain. Additionally applied loads such as cargo deflects traditional suspensions to induce movement between the body and wheels in a similar manner to dynamic or contour loadings.
  • active and semi-active suspensions incorporate a number of electronic sensors which monitor information such as vertical wheel travel and body roll, as well as speed, acceleration, steering and braking commands. This and other data is processed by a computer which instructs hydraulic actuators to override the normal function of resilient springs in order to interpret, compensate and adjust the suspensions performance to suit speed, terrain and other factors in order to maintain a level ride and even distribution of weight onto the wheels.
  • These suspension systems therefore require an external intelligent back-up system, and call for a substantial input of external energy, drawn from the vehicle engine, to operate the actuators that effect the adjustment to the suspension system.
  • a range of constructions of active and semi-active suspensions for vehicles have been proposed including systems operating on the basis of compression and/or displacement of fluids and such systems currently in use incorporate a pump to maintain the working fluid at the required pressure and effect distribution thereof, and sophisticated control mechanisms to regulate the operation of the suspension system in accordance with sensed road and/or vehicle operating conditions.
  • These known systems incorporating pumps and electronic control systems are comparatively expensive to construct and maintain, and require energy input, and therefore have limited acceptability in the vehicle industry.
  • a vehicle having a load support body, and a pair of front ground engaging wheels and a pair of rear ground engaging wheels connected to the body to support same and each wheel being displaceable relative to the body in a generally vertical direction, a double acting fluid ram interconnected between each wheel and the body each ram including first and second fluid filled chambers on opposite sides of a ram piston, said first and second chambers varying in volume in response to vertical movement between the respective wheel and the body, each front wheel ram being connected to the diagonally opposite rear wheel ram by a respective pair of fluid communicating conduits, a first one of said pair of conduits connecting the first chamber of the front wheel ram to the second chamber of the rear wheel ram and the second one of said pair of conduits connecting the second chamber of the front wheel ram to the first chamber of the rear wheel ram, each pair of conduits and the front and rear wheel rams interconnected thereby constituting a respective circuit, each said circuit incorporating resilience to accommodate fluid displaced from rams in that
  • the interaction of the interconnected pairs of diagonally opposite rams of the vehicle by virtue of the independent fluid circuits provides a control over the lateral roll of the vehicle body, as normally encountered when the vehicle is turning, particularly at speed and also over fore or aft longitudinal pitch encountered during braking or acceleration of the vehicle.
  • the transference of the fluid medium at balancing pressures between the rams of the diagonally connected front and rear wheels effects levelling and stabilisation of the vehicle body by the extension and retraction of the appropriate rams which provide the changing adjustable support mechanism of the vehicle body with reference to the unsprung wheel assemblies.
  • each fluid circuit there is preferably provided at least one pressure accumulator in each fluid circuit. More specifically there is preferably at least one pressure accumulator in each conduit connecting the chambers of the diagonally opposite rams of the vehicle.
  • the accumulators provide resilience in the suspension system as springs do in conventional vehicle suspensions.
  • accumulators are not required as the medium is in itself an accumulator.
  • means operably interposed between the two fluid circuits and adapted to substantially equalise the pressure in the two circuits and thereby substantially equalising the loading on each wheel.
  • said means comprise two closed chambers each divided into two minor chambers by a respective piston, said pistons being interconnected to move in unison in the respective closed chambers.
  • the minor chambers on the same side of the respective pistons being connected respectively to the first and second conduits of one of said circuits and the minor chambers on the opposite side of the respective pistons being connected respectively to the first and second conduits of the other of said circuits, whereby in use the pistons will take up a position in the respective closed chambers to equalise the pressure in the two circuits.
  • the vehicle suspension above described differs from known systems in that the wheel travel is not controlled entirely by progressive resilient suspension mechanisms and all wheels can freely follow even extremely uneven terrain.
  • the interaction of the pressure and volume changes in the fluid circuits maintaining a substantially average vehicle body height and atitude, without unduly limiting the permissible extent of wheel travel movements.
  • a vehicle supported on wheels in the above described manner allows free vertical travel of the wheels with respect to the vehicle body without having to first overcome the resistance of the conventional spring mechanisms normally incorporated between the wheels and the vehicle body.
  • the wheels are free to move to follow the undulations of the surface being travelled without continually changing the vehicle weight distribution between the individual wheels.
  • This substantial elimination of changes in weight distribution significantly improves the traction of the wheels to the surface being transversed and the handling characteristics of the vehicle.
  • Figure 1 is a diagrammatic layout of a vehicle chassis and wheel assembly incorporating the proposed suspension system.
  • Figure 2 is a fluid circuit diagram of a first modification of the suspension system shown in Fig 1.
  • Figure 3 is a fluid circuit diagram of a second modification of the suspension system.
  • the vehicle chassis 5 is supported by four wheels 1 to 4 respectively through parallel wishbone type linkage 6, for front wheels 1 and 2 and trailing arms 6a for rear wheels 3 and 4, the construction of each being well known.
  • Other known forms of linkage for connecting vehicle wheels to a chassis could be used if preferred. It is however to be noted that no springs, torsion bars, roll or stabiliser bars or other resilient mechanical suspension elements are necessary between the chassis and the respective wheels.
  • a respective double acting ram is interconnected between the chassis 5 and 5 the linkages 6 and 6a connecting each wheel to the chassis.
  • the front and rear rams on the left side in Fig. 1 are numbered 18 and 17 respectively and on the right side 14 and 13 respectively.
  • Each of the rams have a cylinder coupled as at 50 to the chassis 5 and a piston therein dividing the cylinder into two chambers indicated as 17a and 17b in respect of cylinder 17 and 18a and 18b in respect of ram 18.
  • the other two cylinders 1 0 13 and 14 are of the same construction and similarly identified.
  • the piston of each ram is connected to the respective wheel through the linkage 6 so the piston will reciprocate in the cylinder as the wheel is moved in the general vertical direction relative to the chassis 5.
  • FIG. 2 that additional optional accumulators, are provided, such as 23, 24, 29 and 30, in each of the conduits, 8, 10, and 8a 10a respectively.
  • These accumulators when provided are preferably smaller and matched in size and function to the lower chambers of the rams allowing the fluid in the lower chambers to be expelled quickly and provide 0 resistance to shock loading when the wheels may be thrust down and could damage the pistons and their housings.
  • the provision of accumulators in general also enable faster reactions and responses of ram movements as frictional losses are minimised.
  • AH accumulators preferably are located as near as practical to their associated rams to provide an immediate and accurate response to fast dynamic forces 5 arising when the vehicle is travelling fast.
  • the accumulators may be provided with an isolating means, such as a solenoid valve, to reduce the resilience of these particular circuits when under heavy load.
  • an isolating means such as a solenoid valve
  • the accumulators can each be provided with damping valve in the throat thereof to perform the same function as so called shock absorbers in other vehicles suspension systems.
  • Flow control devices such as indicated at 31 , 32, 33 and 34 may be provided in any or each of the conduits reduce the rate of the fluid flow to ensure that the rams at either end of the conduits communicate directly only at a relatively slow speed, as arises when the vehicle is traversing rough ground requiring large wheel travel motions, and optimum low ground pressure on all wheels. At high speeds the small dynamic wheel travel motions are best resolved primarily by the accumulators.
  • any of the conduits may be provided with flow control devices of a variable nature or other means to vary and even stop the flow along the conduits between the connected rams.
  • An example of such a valve may be a solenoid valve controlled by an ECU which processes a variety of information from sources such as accelerometers or pressure transducers and thereby cause the sudden or gradual closure of the valves.
  • FIG. 2 illustrates a preferred modification of the suspension system as previously described with reference to Figures 1.
  • the basic arrangement of the double acting rams 13, 14, 17 and 18 and the interconnecting conduits 8, 8a, 10 and 10a as described with reference to Figure 1 is identical in the suspension system shown in Figure 2. Accordingly, corresponding components in Figure 2 are numbered identical to that used in Figures 1 and 2 and the construction and operations of the components will not be repeated. 5
  • the modification of the suspension system shown in Figure 2 resides in the load distribution unit 40 with which each of the conduits 8, 8a, 10 and 10a are in direct independent communication.
  • the load distribution unit comprises a body 41 having in the preferred form a cylindrical bore 42 closed at each end 43 and 44 and divided into two major chambers 46 and 47 by the intermediate fixed wall 45.
  • Respective pistons 48 and 1 0 49 are provided in the chambers 46 and 47 each mounted on the piston rod 51 which extends in sealed relation through the intermediate wail 45 and each closed ends 43 and 44 of the body 41.
  • the pistons 48 and 49 and the piston rod 51 can move in the cylindrical bore 42 providing four variable volume minor chamber 55, 56, 57 and 58, with minor
  • conduits 8 and 10 forming the fluid circuit between diagonally opposite fluid rams 18 and 14, communicate with chamber 55 and 57 by branch conduits 60 and 61.
  • conduits 0 8a and 10a forming the fluid circuit between diagonally opposite rams 17 and 13, communicate with chambers 56 and 58 by branch conduits 62 and 63.
  • the fluid in the chambers 55, 56, 57 and 58 are adjusted so that the pistons 48 and 49 are each located substantially centrally in the respective major chambers 47 and 46.
  • This initial setting up is carried 5 out with the vehicle body 5 substantially horizontal or at the preferred operating attitude; and at the preferred operating height with respect to the wheels.
  • This pressure balance between the fluid in the respective circuits is particularly achieved when variation in wheel positions is relatively large as encountered in traversing terrain of substantial irregular surface, such as encountered in off-road vehicle operation, and where wheel movement is of relatively lower 5 frequency but of substantial magnitude. In such operating conditions, it is most desirable to retain substantially even load distribution to all wheels in order to maintain traction and prevent bogging of the vehicle. Also in such conditions it is important to reduce lateral tilting of the vehicle to improve driver and passenger comfort, and safety from rolling over of the vehicle.
  • the load distribution unit 40 operable as above discussed
  • Figure 3 illustrates a preferred modification of the suspension system as previously described with reference to Figures 2.
  • the basic arrangement of the double acting rams 13, 14, 17 and 18 and the interconnecting conduits 8, 8a, 10 and 1 5 10a as described with reference to Figures 1 and 2 is identical in the suspension system shown in Figure 3. Accordingly, corresponding components in Figure 3 are numbered identical to that used in Figures 1 and 2 and the construction and operations of the components will not be repeated.
  • Levelling of the vehicle may be achieved by pumping up the vehicle's
  • levelling may be accomplished by either introducing or removing fluid from the circuits but by redistributing the fluid already within the circuits.
  • the load distribution unit as described with reference to Figure 2 includes the walls 42 and 44 and intermediate wall 45 forming major chambers 46 and 47 and pistons 48 and 49, mounted on the piston rod 51 which extends in sealed relation through the intermediate wall 45 and each closed ends 43 and 44 of the body 41.
  • the load distribution unit 40 as shown in Figure 3 includes a further major chamber 65 through which the piston rod 51 also extends with the piston 59 mounted thereon.
  • the manifold 76 provides a respective straight through path for each of the branch conduits 60, 61 , 62 and 63 to connect each to the respective chambers of the
  • conduits 60b, 61b, 62b and 63b are connected to the minor chambers 55 and 56 respectively and conduits 61b and 63b are connected to minor chambers 57 and 58.
  • incorporated in the manifold 76 are two change-over valves shown diagramatically at 81 and 82.
  • the change-over valve 81 is operable in relation to conduits 61 , 61 b and 63, 63b, and valve 82 operable between conduits 60, 60b and 62, 62b.
  • Each of the change-over valves 81 and 82 may be driver operated, or automatically operated in response to sensed vehicle operating conditions.
  • the change-over valves may conveniently be solenoid operated.
  • change-over valve 81 is shown in Figure 3 is in the cross-over mode with conduit 60 communicating with conduit 62b and conduit 62 communicating with conduit 60b.
  • Change-over valve 80 remains in the straight through mode with conduits 61 and 61b connected and conduits 63 and 63b connected.
  • the additional minor chambers 74 and 75 formed in the further major chamber 65 are connected via the manifold 76 and conduits 70, 70b and 71 , 71b to the pump 78 and fluid reservoir 77 respectively, the latter being the fluid supply to the pump 78.
  • the manifold 76 also incorporates a solenoid operated change-over valve at 83 which is operable to enable fluid to be pumped into either one of chambers 74 and 75 and to be returned from the other to the reservoir 77.
  • the valve 83 is operable to short circuit conduits 70 and 71 and at the same time directly interconnect the minor chambers 74 and 75 whereby the piston 56 will not hinder the movement of the piston rod 51.
  • the change-over valve 83 can also be driver operated or automatically operated.
  • the change-over valves 81 and 82 can be actuated to cause a load levelling procedure to be initiated.
  • the solenoid valves within the manifold may only cross connect conduit 63 to 60b and 60 to 63b while the piston rod 51 is moved upwards.
  • the piston rod 51 can be moved by the selective admission of fluid to the minor chambers 74 and 75 from the pump 78 and this is convenient as the pump 78 can be a pump already incorporated in the vehicle such as a power steering pump.
  • the piston rod 51 may be selectively moved by other means such as a solenoid thereby eliminating the need for the additional major chamber 65 and piston 56 together with the associated connections to the pump 78 and reservoir 77.
  • the levelling device described may be required to work at high speed to effect vehicular attitude changes while the vehicle is travelling at speed.
  • the load distribution unit 40 and the associated change-over valves incorporated in the manifold 76 be controlled by electronic actuators governed by an ECU which monitors the vehicle operating conditions by appropriate sensors. In this case it is normally preferable to separate the functions of load distribution and vehicle levelling these processes may occur concurrently without influencing one another.
  • the pneumatic version of the invention uses the volume of the chambers and connecting conduits as the resilient means itself, and the dampers normally incorporated in accumulators are therefore not available. It is therefore necessary to provide separate damper units in parallel with the rams. These may be of the common telescopic shock absorber variety and can be incorporated into the rams in a variety of ways.
  • the double acting ram may be of forms other than the rigid cylinder and moving piston type, and, for example, may be of the flexible bellows type which do not require seals as provided in the rigid cylinder type.
  • the bellow type being leak-free do not require provision to replace leaked fluid such as a pump, however when common double act rams are used it is optionally normal and beneficial to include a pump, compressor, accumulator or other power source to permit raising, levelling and attitude change or correction in the vehicle that may be necessary as a result of fluid leakage.
  • Some vehicles may also require the facility of being able to run their vehicles at different and changeable heights.
  • axle vehicles can utilise variations of the suspension system disclosed therein and these are considered to be within the scope of the invention.
  • linked suspension systems which may comprise more than two circuits may usefully incorporate the technology described and therefore these variations are also included within the scope.

Abstract

L'invention concerne un véhicule dont la suspension comprend un vérin à double action (13, 14, 17, 18) reliant chaque roue (1, 2, 3, 4) indépendamment à la carrosserie (5) du véhicule; chaque vérin (13, 14, 17, 18) possède respectivement une première (13a, 14a, 17a, 18a) et une seconde (13b, 14b, 17b, 18b) chambres qui changent de volume lorsque les roues se déplacent par rapport à la carrosserie du véhicule (5). Chaque vérin de roue avant (13, 18) est relié en diagonale au vérin de roue arrière (14, 17) par une paire respective de conduits (8, 10) et (8a, 10a) placés de telle façon que la première chambre (13a, 18a) d'une roue soit connectée à la seconde chambre (14b, 17b) de l'autre roue. Chaque première et seconde chambres et les conduits reliés à celles-ci sont remplis de fluide et sont indépendants des sources de pression et de fluide extérieures. L'interconnexion en diagonale des vérins avant et arrière minimise le roulis dans un sens latéral et le tangage dans le sens longitudinal du véhiclule.
PCT/AU1992/000362 1991-07-16 1992-07-16 Suspension de vehicule WO1993001948A1 (fr)

Priority Applications (8)

Application Number Priority Date Filing Date Title
EP92916405A EP0599882B1 (fr) 1991-07-16 1992-07-16 Suspension de vehicule
US08/178,249 US5447332A (en) 1991-07-16 1992-07-16 Vehicle suspension system
JP5502484A JPH06509997A (ja) 1991-07-16 1992-07-16 車両懸架システム
KR1019940700148A KR100257246B1 (ko) 1991-07-16 1992-07-16 자동차 현가장치
DE69223149T DE69223149T2 (de) 1991-07-16 1992-07-16 Fahrzeugaufhängungssystem
BR9206259A BR9206259A (pt) 1991-07-16 1992-07-16 Veiculo com carroceria de suporte de carga
AU23664/92A AU670034B2 (en) 1991-07-16 1992-07-16 Vehicle suspension system
US08/453,255 US5562305A (en) 1991-12-18 1995-05-30 Vehicle suspension system

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
AUPK725591 1991-07-16
AUPL0085 1991-12-18
AUPL008591 1991-12-18
AUPK7255 1992-07-16

Publications (1)

Publication Number Publication Date
WO1993001948A1 true WO1993001948A1 (fr) 1993-02-04

Family

ID=25644078

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/AU1992/000362 WO1993001948A1 (fr) 1991-07-16 1992-07-16 Suspension de vehicule

Country Status (9)

Country Link
US (1) US5447332A (fr)
EP (1) EP0599882B1 (fr)
JP (1) JPH06509997A (fr)
AT (1) ATE160117T1 (fr)
BR (1) BR9206259A (fr)
CA (1) CA2112669A1 (fr)
DE (1) DE69223149T2 (fr)
ES (1) ES2110509T3 (fr)
WO (1) WO1993001948A1 (fr)

Cited By (22)

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WO1995011814A1 (fr) * 1993-10-28 1995-05-04 Kinetic Limited Dispositif de suspension de vehicule
WO1995011813A1 (fr) * 1993-10-26 1995-05-04 Kinetic Limited Systeme de suspension pour vehicules
US5431430A (en) * 1993-12-28 1995-07-11 James A. McCrea Hydraulic sway control and motion dampening mechanism
WO1995023076A1 (fr) * 1994-02-25 1995-08-31 Kinetic Limited Suspension hydraulique a controle independant de tangage et de roulis
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RU2560216C1 (ru) * 2014-06-11 2015-08-20 Общество с ограниченной ответственностью "Центр технического сотрудничества" при МГТУ им. Н.Э. Баумана" Гидропневматическая подвеска колеса транспортного средства
RU203782U1 (ru) * 2020-12-08 2021-04-21 Российская Федерация, От Имени Которой Выступает Министерство Промышленности И Торговли Российской Федерации Гидропневматическая подвеска колеса транспортного средства

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JPH06509997A (ja) 1994-11-10
US5447332A (en) 1995-09-05
BR9206259A (pt) 1996-11-19
ES2110509T3 (es) 1998-02-16
EP0599882A1 (fr) 1994-06-08
EP0599882A4 (fr) 1994-11-17
CA2112669A1 (fr) 1993-02-04
EP0599882B1 (fr) 1997-11-12
DE69223149D1 (de) 1997-12-18
ATE160117T1 (de) 1997-11-15

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